Gas-engine-reversing mechanism.



P m B S N A H A W GAS ENGINE REVERSING MEGHA NISM.

APPLICATION FILED FEB-23,1906.

- 2 SHEETS-SHEET 1.

w. HANSEN.

GAS ENGINE REVERSING MECHANISM. APPLICATION FILED FEB.23, 1906.

PATENTED JUNE 25, 1907.

2 SHEETSSBBET 2,

I IO

so cam actuating the single push-rod of a single 151 and {the PATENToFFIoE.

WILLIAM A., HANSEN, OF SAN FRANCISCO, CALIF RNIA.

GS ENGINE-REVERSING MECHANISM. m

Patented June 25,1907.

To all whom/it may concern:

Be it known that 1, WILLIAM A. HANSEN,"

' 5 California, have invented, new and useful 1m provements in Gas-Eninc-Reversing Mechanism, of which the fo ,t1on.

My invention relates to a means for reverse ing the revolutions of gasengine crank shaft and associated mechanism.

It consists in a combination of parts and details of construction whichwill bemore 'fully'explained by reference to the accompanying drawings,in which;

Figure 1 is an end sectional view illustrat ing my device. Fig. 2 is asection taken in the plane of the axis of the cam shaft, show.- ing asection of my reversing mechanism. Figs. ,3 and 4 are pers ective viewsof the faces of'the clutch mem e'rs.

My invention is designed to provide a means for reversing the directionof motion of the ei'gine shaftso that the engine itself may be r n ineither direction, and reversing gears may be dispensed with.

As showjg in the present'drawing-A represents a gas engine cylinderhaving the piston 2, pitman or connecLting-rOd-3, crank 4 and crankshaft 5. l. have here only shown a single cylinder, but it .will beunderstood that the device isapplicable to multiple cylinder engines;Upon the shaft5 is keyed a pinion 6, and'this, through the interpositionof an idler 7. transmits motion. to a p nion 8, which is mounted uponwhatis'known as the halftime shaft 9 which carries the camor'cams 10through which the engine valves are actu+ ated through a push rod 10*;

The present view illustrates onlya single exhaustvalve for the sake ofcleai'ness; but itbe-understood that the device is an chanicallyactuated exhaust and inlet valves,-

with the common crank shaft. I p

The cams represented by the 0110 marked ,llllwher'ehythevalves areopened, are fixedwith a certain relation to the crank so that at theproper-moment in the stroke of the piston the exhaust valve isopened forthe escape of the products ofcom'bustion which are ejected "d the a wardmovement of the piston,

owing is a specifica- 61:. valve is mechanically aeturounding the camshaft, and home ated, it is also opened by suitable-cams-to ad- .mit'the'new charge upon the outward stroke of the piston.

If the inlet valves are automatic, they simplybe'opened by the vacuumcaused by the outward movement of the piston, and the char e will bedrawn in, :in this manner;

In or or to reverse the movement of the engine, it will bemanifest thatthe cams 10 must have their position cha ed with rela tion to theosi-tion of the era so that-the engine cra 5 shaft when turning in the'opp'o+ site direction will bring'the cams to the proper relativeposition for opemng' valves. This is;effec ted as follows: 11 is a diskkeyed upon the cam shaft 9 and carry? 1 the .7

ingclutch members 13 and 1 while the gear 8 carries the otherinterlocking clutch mam her 15, and these members are capable of beingshifted with relation to each other 90 The ear 8 turns loosely u on thecam shaft, and y means of a clutc leveritmay be moved-outwardly untilthe clutches are dis- 7 engaged. The momentum of the engine thisdisengagement, and the it arrives at the point for the engagement of.

the other clutch. When thus engaged, the

position ofthe cam orcams have been so changed that the engine mustrunin the o posite direction, an this reversing can tall ment thereverse position has been reached,

the ignition of the charge will causethe'em place while the engine isrunning; since the .nioinentumwill com resscharges of gas in one or moreof the cy 'nd'ers so that the moglue to revolve in the oppositedirection.

The mechanismof the clutches may be varied without materially alteringthe character of the device or its operation.

" l have here illustrated the deviceas fol: lows: Uponthe face of. thedisk 11 which-is contiguous to; the face of the gear 8, 1 have shown adepression 12, and'uponthe peri h cry of that side of the gear are twonotc es 13 and 14. Upon the corresponding face of the gear Sis a radial,segment 1.5 which is adapted to fall into either of. the notches 13 and14, and thus interlock the cam. The hub of the gear is grooved orchanneled to receive the ver 16. Bey'ond this hub is a spring orks ofaclutchle- 17'surypressna;-

r65 I gearwith the 5 7 atl5 This portion extends into the de-' ing thegear. so that the clutch member 15 is in engagement with either thenotch 13 or 14 on the disk 11. Retraction of the gear by means of thelever 16 disengagest the'se in terrunning loosely until the clutchmember 15 disenga ed from one notch, has arrived 0 posit-e t e otherwith which it may then e engaged.

The limit of the movement to produce the reverse movement of the engineI have found to be 90 and in order to insure that no more than 90movement will take lace, the inner portion of the clutch mem er 15 ismade thicker than the portion which engages with the notches of thedisk, as shown pressed space 12 after the part 15 has been disengagedfrom either 13 or 14, so that while the part 15 will pass the portion ofthe rim intermediate betweenthe notches 13 and 14, the projectingportion15 will still extend far enough into the depression 12 so that it willcontact with either one side or the other of this depression when thatpoint is reached, and when thus in contact, the enaging member'15 of theclutch will be in fine; with the corresponding depression 13 or 14.

The movement of the engine and connected parts is always in such adirection that when the clutch members are disengaged, the movement ofthe gear 8 will carry the clutch member 15.to the opposite side of thede ression 12 and into engagement with the ot er member which reversesthe motion.

In order to limit the movement of the gear 8 so that it can only beretracted sufiiciently to disengage the clutch member, I have showzirasleeve .19 mounted upon the cam shaft within the spring 17, and abuttingagainst the cam shaft journal-box 20. This sleeve is of such length thatthe opposite end forms astop'to limit the r-movement of the ear, andthis movement is not sufficient to isengage the gear from its fellow 7.

Having thus described my invention, what I claim and desire to secure byLetters Patent is 1. In an internal combustion en ine, a crank shaft, acam shaft and a cam w iereby the enginevalve is opened, a gear fixedupon the crank shaft, a gear loosely turnable upon the cam shaft andreceiving motion from the crank shaft gear, a disk fixed upon the camshaft having clutch members 90 a art, a clutch member 11 on the gearadapts to engage either of t e disk clutch members, a spring acting uponthe gear and normally holding the engaged clutch in place, a lever bywhich the gear may be retracted, and the clutch members disengagedwhereby the cam shaft and cam are released and idle, and the clutchmembers. are re-engagedin position to reverse the engine movements.

2. In an internal combustion engine, a means for changing the positionof the valveopening cam to reverse the engine, said means consisting ofa disk fixed to the cam shaft having clutch members corresponding to theforward and reverse position of the valve-o ening cam, a gear looselyturnablc upon the cam shaft and normally enga ed with one of the diskclutches, a gear fixe to the crank shaft and transmitting motion torevolve the cam shaft gear, an intermediate gear, and means fordisengaging one clutch member and en aging the other, and stops orshoulders on the disk between the clutch members thereof whereby themovement between the two clutch engagements is limited.

In testimony whereof I have hereunto set my hand in presence of twosubscribing witnesses.

WILLIAM A. HANSEN.

\Vitnesses:

Tnos. It. Enwanns, WILLIAM P. HEANEY.

